BR112012009455A2 - apparatus, system and method for selectively affecting the movement of a motor vehicle - Google Patents

Abstract

apparatus, system and method for selectively affecting the movement of a motor vehicle. A non-lethal vehicle device provides for the remotely developed, controlled stop of a target vehicle regardless of tire or landing gear configuration. The device is comprised of a combination of a remote arm / vault mechanism, a remote development controller, peak / loop development mechanism (s), a protruding collision accelerate housing (can be operated further up to development) or to be submerged, and one or more loops with a plurality of peaks. A combination of sensors can provide independent development once armed.

Description

“APPLIANCE, SYSTEM AND METHOD TO SELECTIVELY AFFECT MOTOR VEHICLE MOTION”

Cross-reference with related order (s)

This patent application is partly a continuation of US Patent Application 12 / 569,872, filed September 29, 2009, entitled “Apparatuses, Systems and Methods for Selectively Affecting Movement of a Motor Vehicle”, which claims the benefit under 35 USC § 119 of Provisional Patent Application US 61 / 101,142 filed on September 29, 2008, entitled “A System and Method for Motor Vehicle Restraint”. This patent application further claims the benefit under 35 U.S.C. § 119 of U.S. Provisional Patent Application 61 / 253,510, filed on October 20, 2009, entitled “Apparatuses, Systems and Methods for Selectively Affecting Movement of a Motor Vehicle”. All such requests are hereby incorporated in their entirety by reference.

Technical field

The present disclosure refers in general to devices, systems and methods to affect the movement of a land vehicle. In particular, the present disclosure relates to apparatus, systems and methods for selectively affecting the motion of a motor vehicle including, for example, arresting, restraining and / or immobilizing a motor vehicle by entangling one or more tires in the vehicle.

Previous

Conventional devices for reducing, deactivating, immobilizing and / or restricting the movement of a land vehicle include barriers, tire clamps, cramps, loops and devices for deactivating the electrical system. For example, conventional clamps include stingers that project upward from an elongated base structure that is stored both as a rolled device and an accordion-type device. These conventional clamps are expanded or unfolded and placed on the road before an approaching target vehicle passes over the clamp. The successful placement of a conventional clamp in the path of a target vehicle results in one or more tires of the target vehicle being pricked by the stingers, thereby deflating the tires. This can make it difficult for the driver to control the vehicle and can result in personal injury and / or property damage.

Conventional devices can be used first by response personnel, law enforcement personnel, armed forces personnel, or other security personnel. It is often the case that these people need to remain in close proximity when developing these devices. For example, a conventional method of triggering a clamp is for personnel to launch the clamp on the path of an approaching target vehicle. This conventional method puts security personnel at risk as the driver of the target vehicle may attempt to run over security personnel or the driver may

2/26 give control of the target vehicle while trying to escape the clamp and hit the security personnel. In addition, the rapid deflection of just one of the steering tires can cause the target vehicle to tilt and possibly hit close to safety personnel, spectators or structures.

In this way, there are several disadvantages of conventional devices including the difficulty in activating these devices in the trajectory of a target vehicle and / or the risk to security personnel while developing or retracting these devices. The proximity of security personnel to the target vehicle when the vehicle encounters these devices can also put security personnel at risk of being hit by the vehicle. In addition, these devices have limited or no ability to selectively engage a target vehicle and allow other vehicles to pass safely.

Brief description of the drawings

Figure 1A is a schematic view showing a vehicle immobilization device in a first arrangement according to an embodiment of the present disclosure.

Figure 1B is a schematic view illustrating the vehicle immobilization device shown in figure 1A in a second arrangement.

Figure 2 is a schematic illustration of a method according to an embodiment of the present disclosure for immobilizing a vehicle using the device shown in figures 1A and 1B.

Figure 3A is a schematic view showing a vehicle immobilization device according to another embodiment of the present disclosure.

Figure 3B is a plan view showing the vehicle immobilization device of figure 3A.

Figure 4A is a schematic view showing a vehicle immobilization device in a first arrangement according to yet another embodiment of the present disclosure.

Figure 4B is a schematic view illustrating the vehicle immobilization device shown in figure 3A in a second arrangement.

Figure 4C is a schematic view illustrating the vehicle immobilization device shown in figure 3A in a third arrangement.

Figure 5 is a perspective view of a vehicle immobilization device according to an additional embodiment of the present disclosure.

Figure 6A is a first perspective view of a vehicle immobilization device according to a further embodiment of the present disclosure.

Figure 6B is a second perspective view of the vehicle immobilization device shown in figure 6A.

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Figure 6C is a third perspective view of the vehicle immobilization device shown in figure 6A.

Figure 7A is a partial perspective view showing a vehicle immobilization device in a first arrangement according to yet another embodiment of the present disclosure.

Figures 7B and 7C are seen in perspective from opposite ends of the vehicle immobilization device of figure 7A without a drive module.

Figure 7D is a detailed view illustrating components of a control segment of the vehicle immobilization device of figure 7A.

Figure 7E is a detailed view illustrating a remote portable control device of the vehicle immobilization device of figure 7A.

Figure 8 is a schematic sectional view illustrating an embodiment according to the present disclosure of a drive module for a vehicle immobilization device.

Figure 9A is a schematic section showing the drive module of figure 8 loaded in the vehicle immobilization device of figures 7A-7D.

Figures 9B and 9C are detailed views showing the drive module of figure 8A in the arranged and driven arrangements.

Figures 10A-10E are seen in perspective illustrating different arrangements of the vehicle immobilization device shown in figures 7A-7D with the drive module removed.

Figures 11A-11C are seen in perspective illustrating an embodiment in accordance with the present disclosure of the drive mechanism shown in figures 10A-10D.

Figures 12A-12D illustrate a sequence of actuation of the actuation mechanism shown in figures 11A-11C.

Figures 13A-13H illustrate a vehicle immobilization device according to an additional embodiment of the present disclosure.

Figures 14A and 14B are detailed views illustrating stinger couplings which come loose in accordance with the modalities of the present disclosure.

Figure 15A is a partial view of a loop element embodiment for the vehicle immobilization device of figures 7A-7D.

Figure 15B is a perspective view of an embodiment of a lashing and a sting for the loop element of figure 15A.

Figures 16A and 16B are partial views of other embodiments of a loop element for the vehicle immobilization device of figures 7A-7D.

Figure 17 is a detailed view of an embodiment of a cord for the loop element of Figure 15 according to an embodiment of the present disclosure.

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Detailed Description

A. Overview

Modes in accordance with the present disclosure are presented in the following text to provide a complete understanding and enable the description of several particular modalities. Numerous specific details of various modalities are described below with reference to the immobilization devices for vehicles having tires engaging a paved surface, but the modalities can be used with other aspects of floor hitching (for example, tracks) and with other types of terrain ( for example, mud, gravel and other unpaved surfaces). In some cases, well-known structures or operations are not shown, or are not described in detail to avoid obscuring aspects of the inventive matter associated with accompanying disclosure. For example, a wheel can generally refer to a wheel including solid rubber or a tire fitted around its periphery. A person skilled in the art will understand, however, that the invention may have additional modalities or that the invention can be practiced without one or more of the specific details of the modalities as shown and described.

Aspects of the present invention are generally directed to an apparatus to affect the movement of a vehicle that includes a rotating tire. One aspect of the modalities is directed to an apparatus including a housing configured to be positioned on a path of the vehicle, such that the rotating tire passes through the housing, a membrane or loop having a contracted and extended arrangement and a protruding member coupled to the loop . The loop is arranged in the housing in the contracted arrangement and is configured to wrap the tire in the extended arrangement. The protruding member is configured to hold the tire when the loop is in the contracted arrangement.

Other aspects of the present invention are generally directed to a system for affecting the movement of a vehicle that includes first and second rotating tires. One aspect of the modalities includes a housing configured to be positioned on a path of the vehicle, such that the first and second rotating tires cross the housing, first and second loops having contracted and extended arrangements, first and second sets of nodes coupled to the first and second according to loops, respectively, and a secure / armed mechanism configured to develop an individual set of nodes from a safe or tidy arrangement to an armed or activated arrangement. The first loop is arranged in the housing in its contracted arrangement and is configured to wrap the first tire in its extended arrangement. The second loop is arranged in the housing in its contracted arrangement and is configured to wrap the second tire in its extended arrangement. Individual sets of nodes are configured to extract an individual loop from the housing between the contracted and extended arrangements, and individual nodes are generally protected.

5/26 by the accommodation in the tidy layout and are exposed in the triggered layout.

Still other aspects of the present invention are generally directed to a method for affecting the movement of a vehicle that includes a rotating tire. One aspect of the modalities includes positioning a housing on a path of the vehicle, such that the rotating tire crosses or crosses the housing, terminating a loop in the housing and engaging a protruding member in the loop, exposing the protruding member in relation to the housing, engaging the member protruding with the rotating tire and tangling the loop around the rotating tire in order to stop the target vehicle.

Certain embodiments in accordance with the present disclosure include a vehicle restraint system that entangles the tires of a selected mobile vehicle to stop, contain or immobilize the vehicle when it moves along a path. The vehicle containment system includes accommodation that has been installed or somehow placed on the ground or in the path of a target vehicle, for example, on a road lane. In an exemplary embodiment, as the vehicle is driven over the housing, the vehicle's front tires are attached and a loop is dispensed from the housing to wrap the front tires during the rotation of the front tires, while the vehicle's rear tires are attached and a second loop is dispensed from the housing surrounding the rear tires during the rotation of the rear tires. With the entanglement of both the front and rear tires with the first and second loops, the target vehicle reduces to a stop. This can be done without incurring permanent damage to the vehicle or injury to the driver of the vehicle.

Certain other embodiments in accordance with the present disclosure include the housing configured as a protrusion which extends at least in part laterally across the width of a road lane. A loop is dispensed from the housing and may include material similar to a net and / or a web that is strong enough to be twisted around the vehicle's tires to capture or entangle the vehicle's tires. The housing may contain a first and / or second network subsystem for engaging the front and / or rear vehicle tires of an oncoming target vehicle. When the front tires of the target vehicle are driven over the housing, the net / weft-like material is dispensed from the first net subsystem within the housing to engage with the vehicle's front tires and capture or entangle the front tires during tire rotation . Likewise, when the rear tires of the target vehicle are driven over the housing, the net / weft-like material is dispensed from the second net subsystem inside the housing to engage the vehicle's rear tires and capture or entangle the rear tires during the rotation. With both sets of tires entangled, the vehicle will reduce to a stop, regardless of whether the tire has front wheel drive, rear wheel drive or all-wheel drive. In certain modalities, the

6/26 vehicle immobilization device may include components for capturing or entangling the target vehicle's front or rear tires depending on the vehicle's tire configuration, for example, front, rear or other wheel drive.

The housing can be configured as a protrusion of the road that protrudes slightly above the road surface, for example, a “speed reducer” (also called a “speed bump”). Alternatively, the housing can be configured to be installed in a cut in the road and seated flush with the road. In any case, the accommodation can be configured such that its ability to immobilize the vehicle is hidden from the driver of an approaching vehicle.

Certain other embodiments in accordance with the present disclosure include a system that can be selectively armed and disarmed. When disarmed, the system is placed in a “suspend” or “deactivated” mode in which vehicles can be driven over the housing without consequence, like a conventional speed reducer. When the system is armed, however, the system will attach, for example, the tires of the next vehicle that is driven through the housing. In certain embodiments, as described below, the system can be selectively armed and disarmed remotely via wired or wireless communication from a vehicle sensor and / or an operator-controlled device.

Certain other embodiments according to the present disclosure include a housing having two openings, through which the first and the second material similar to the net / weft are dispensed, for example, an opening loop. The net / weft-like material may include a section in which splinters, stingers, nails, clamps, adhesive patches or other types of protruding members are affixed or integrated with the material to engage a vehicle tire (s) that is driven through the openings in the housing. When the system is armed and a target vehicle is detected, the protruding members for the first material similar to the net / weft are positioned so that they are exposed, for example, projecting out of the upper surface of the housing, when the vehicle's front tires are being conducted through a first opening in the upper housing. This causes the vehicle's front tires to become stuck. As the front tires continue to rotate, the first material similar to the net / weft is pulled by the rotating tire to extract the material from inside the housing and to be wrapped around the rotating front tires. Likewise, the protruding members for the second material similar to the net / weft are positioned so that they are exposed, for example, projecting out of the upper surface of the housing, when the vehicle's rear tires are being driven through a second opening in the upper housing, thus causing the rear tires to be trapped by the stings / splinters, causing the second material similar to the net / weft to be dispensed from the housing

7/26 and get tangled around the rotating rear tires.

The inventive matter as described in this disclosure is not limited to a system that uses two sets of materials similar to the net / weft. In alternative modes, the vehicle's immobilization system may include material similar to the net / weft to engage with only the front set of tires or only the rear set of tires. In yet other alternative modalities, the material similar to the net / weft can be sized and configured to capture or entangle both front and rear tires on one side of the vehicle. Additionally, in the modalities in which two sets of material similar to the net / weft are used, the housing can be configured such that both sets are dispensed in series from the same opening. In still other embodiments, a first material similar to the net / weft can be used for the front tires, while a different material similar to the net / weft can be used for the rear tires.

B. Modalities of devices, systems and methods to selectively affect the movement of a vehicle including, for example, arresting, restraining or immobilizing the vehicle

Figures 1A and 1B are schematic views illustrating different arrangements of a vehicle immobilization device 100 according to an embodiment of the present disclosure. In particular, figure 1A shows device 100 in a first or arranged arrangement and figure 1B shows device 100 in a second or driven arrangement. 20 In the tidy configuration shown in figure 1A, device 100 can be represented in the form of or housed in a speed reducer 1. Two series of protruding members, for example, tire stings 2 and 3, are arranged inside the speed reducer 1 in the tidy configuration. The material, size and shape of the individual protruding members can be selected to penetrate in, penetrate through, lock on and / or adhere to a tire when a vehicle is driven on device 100, for example, when the tire crosses the device 100.

Coupled in the series of stingers 2 and 3 are loop members 4 and 5, respectively, which are also arranged inside the speed reducer 1 in the tidy configuration. Individual loop members include a loop network, a woven membrane, such a combination, or another member suitable for wrapping a tire. Examples of materials for the tie members can include polyester (for example, Dacron®), polyethylene (for example, Spectra® or Dyneema®), aramid (for example, Technora® or Kevlar®), combinations of these or other materials that are suitably strong and flexible and can be formed in fibers or a film that can be conditioned within the speed reducer 1. According to the modalities of the present disclosure, the length of the individual loop members can be at least approximately the circumference of a tire in a vehicle that is to be immobilized. For example, for a tire having!

8/26 a diameter of 83.8 cm (33 inches), the length of the loop members 4 and 5 can be at least approximately 228.6 cm (90 inches). The sizes and shapes of. individual loop members can also be varied based on the expected size and potential speed of a vehicle that must be immobilized. Individual loop members 5 can be conditioned, for example, folded in accordion, rolled or a combination thereof and arranged within the speed reducer 1, in order to control the speed and removal of the loop element from the speed reducer 1.

In the second or driven configuration of the device 100 shown in figure 1B, an exposed stinger 6 is disposed outside the speed reducer 1. Stinger 6, which is one of the 10 series of stingers 3, can be operated in a pyrotechnic, mechanical (for example) example, elastically oriented by a spring), electric, pneumatic or any other suitable technique using an actuator 10. In the embodiment shown in figure 1B, an inflatable balloon 10 disposed inside the speed reducer 1 can be used to pneumatically develop the stinger 6 According to other modalities, the stingers can be activated by 15 various movements including translation, articulation, combinations of these or any other form of appropriate movement.

Referring in addition to figure 2, which illustrates a method according to one embodiment of the present disclosure for immobilizing a vehicle using device 100, tire T rolls over a driven stinger 8, which penetrates and / or becomes trapped in tire T. a third arrangement or extended as shown in figure 2, due to the fact that the stinger 8 is housed in the tire, the loop element 9 is unfolded, unwound or is otherwise pulled out of the stowed arrangement in which it was previously conditioned.

Figures 3A and 3B are schematic views illustrating a vehicle immobilization device 200 according to another embodiment of the present disclosure. When compared to the modality illustrated in figures 1A and 1B, both series of stingers are arranged on the orientation surface of the speed reducer 1. That is to say, the driven stings 14 are arranged inside the speed reducer 1 in order to subsequently project from the initial surface that is in contact and scaled by a tire (not shown) rolling on the device 200. In the mode shown in figure 3B, the stingers 14 30 can also be activated through fragile seams 11 on the surface of the speed reducer 1.

Figures 4A and 4C illustrate a vehicle immobilization device 300 in accordance with yet another embodiment of the present disclosure. In the tidy arrangement shown in Figure 4A, sets of stingers 12 are disposed within speed reducer 1. As with other embodiments in accordance with the present disclosure, a set of individual stingers 12 may include several barbs. For example, two barbs for each set of stingers 12 are illustrated in figures 4A to 4C. In a particularly driven arrangement w, 9/26 shown in figure 4B, a first cover 13 can be operated to expose a first set of stingers 12. As with other embodiments in accordance with the present disclosure, individual covers 13 can be operated in a manner pyrotechnic, mechanical, electrical, pneumatic or any other suitable technique. In the driven arrangement shown in figure 4C, a second cover 13 can be activated to expose another set of stingers 12. In this way, the sequential exposure of two sets of stingers 12 can be achieved by opening the covers in two stages 13.

Figure 5 is a perspective view of a vehicle immobilization device 350 according to an additional embodiment of the present disclosure. The immobilization device 350 is shown rolled up to facilitate movement, installation, removal and relocation. 360 fasteners can be used to securely position the device 350 on a road surface, for example, asphalt, concrete or another suitable firm surface. In other embodiments, device 350 can be arranged within a housing (not shown). For example, device 350 may be arranged within a recyclable housing formed as a speed reducer and may have a fragile seam through which device 350 operates.

Figures 6A to 6C are perspective views of a vehicle immobilization device 400 in an arranged arrangement according to an additional embodiment of the present disclosure. In particular, figures 6B and 6C show the device 400 arranged in suitable environments. In figure 6C, a sensor 410 for developing device 400 is shown arranged in front of drive device 400.

Sensor 410 can be used to determine the presence of a vehicle (not shown). For example, sensor 410 can determine the presence of one or more characteristics or properties of a vehicle including mass, heat, sound, electromagnetic field, vibration, movement or other suitable property. With the determination of the presence of a vehicle, the sensor 410 can reconfigure one of the vehicle immobilization devices 100, 200, 300, 350 or 400 for the driven arrangement, for example, energizing the driver (s) 10 to develop at least one set of stingers 6 of device 100.

In accordance with other embodiments of the present disclosure, individual sensors can be arranged on or inside the speed reducer 1. For example, a pressure sensor can be arranged on the leading edge of the speed reducer 1 and can include an inflated balloon (not shown) that, when crushed by the vehicle (not shown), sends a pneumatic signal to a pneumatic actuator. Alternatively, a proximity sensor can send an electrical signal to a pyrotechnic trigger or another suitable sensor can signal a corresponding suitable trigger.

Figure 7A is a partial perspective view illustrating a vehicle immobilization device 500 in a first arrangement or arranged according to yet another

10/26 modality of the present disclosure. The immobilization device 500 includes an orientation ramp 510 and a track ramp 520. The orientation ramp 510 is initially engaged by a tire of an approaching target vehicle (not shown in figure 7A) and the track ramp 520 can have a transition back to a G-tire hitch floor surface, for example, a paved road. The guidance and track ramps 510 and 520 extend along a longitudinal axis A and can have the same or different lengths, the same or different heights and / or the same or different inclination angles. In addition, the guidance and track ramps 510 and 520 can be coupled as an integral unit or positioned separately on either side of a cavity 530 between the guidance and track ramps 510 and 520. Certain types of guidance ramps and runway 510 and 520 according to the present disclosure may have ramp surfaces 512 and 522, respectively, which include a flat surface, a concave surface, a convex surface or combinations thereof. Certain other modalities of the guidance and track ramps 510 and 520 according to the present disclosure may have graduated surfaces, for example, steps, which pass between the coupling floor surface of the tire G and the cavity 530.

Referring again to figure 7A, the immobilization device 500 may also include a control segment 560. The control segment 560 shown in figure 7A is coupled to one end of the immobilization device 500. Certain other 20 modes of the control segments 560 according to the present disclosure they can be located in an intermediate position along the immobilization device 500, for example, between segments of the guidance and track ramps 510 and 520. For example, the housing segments 502 of the immobilization device 500 they can be combined, for example, linked or positioned end to end. These housing segments 502 (Figure 7B shows, for example, three individual housing segments 502a-c and a control segment 560) can be of the same or different lengths. In this way, the length of the immobilizer 500 can be adjusted by selecting the number and length of the housing segments 502 to be combined. An end segment 504 can be coupled to a longitudinal end of the immobilization device 500 which is opposite the control segment 560. For example, the end segment 504 may include an end plate as shown in figure 7B or may be of a size exterior and shape that are generally similar to the 560 control segment.

Figures 7B and 7C show a cavity 530 that can be incorporated into the housing between the guidance and track ramps 510 and 520. Cavity 530 can be dimensioned and formed to contain a drive module (not shown in figures 7B and 7C ). Certain modalities of the immobilization device 500 may include only one of the

11/26 ramps 510 and 520, for example, with the cavity 530 disposed adjacent to it. Certain other embodiments of the immobilization device 500 may omit both ramps 510 and 520, for example, the cavity 530 may be formed partially or completely on the floor surface of the tire G, for example, as a trench.

Figures 7B and 7C also show a coupling system including spacings 506 (two spacings 506a and 506b are shown in figure 7B) and tabs 508 (two tabs 508a and 508b are shown in figure 7C) to combine the housing segments 502, segments end caps 504 and / or control segments 560. In particular, individual tabs 508 may engage with corresponding spacings 506 to join a series of segments. Other embodiments may use different coupling systems that allow a series of segments to be combined in different sequences of the segments and / or to form immobilization devices 500 having different longitudinal lengths.

Figure 7D shows the control segment 560 with a protective cover removed. The control segment 560 may include, for example, a power source for the driver 562a, a controller 564 and a power supply 566, for example, a battery. The power source of the drive 562a can include a gas generator, a pressurized accumulator tank or any other power source to power the drive mechanism 570. An embodiment according to the present disclosure as shown in figure 7D shows a tank 562a coupled in a control manifold 562b to control pressure relief from tank 562a. Plumbing 562c can be used to present a fluid flow path between control distribution tube 562b and drive mechanism 570. Controller 563 may include, for example, one or more electrical circuits for coupling a key to arm and / or disarm the system, system monitors, the vehicle detector 410, the power source of the drive 562 and / or the power supply 566. The control device 564 controls the energizing and de-energizing of the driving mechanism 570 to develop the stingers 6 Other modalities of the 560 control segment may use mechanical, pneumatic, hydraulic or other analogues to the electrical system described above. The control segment 560 can also include storage space for system accessories, for example, a portable remote control device, replacement parts and / or tools for mounting or restoring the immobilization device 500.

The mode of the immobilization device 500 shown in figure 7A illustrates two cables 562d and 562e extending from control segment 560. Cable 562d can couple vehicle detector 410 (figure 6C) to controller 564 and cable 562b can couple a remote handheld device 590 on controller 564. In addition to or in place of remote handheld device 590 being coupled to controller 564 via cable 562e, a device

12/26 wireless remote device (not shown) can communicate with the 564 controller via a radio frequency signal, an infrared signal or other type of wireless signal.

Figure 7E shows an embodiment according to the present disclosure of the remote handheld control device 590 including an arming key 592 and a detonating key 5 594. Arming key 592 can be used to turn on the immobilization device 500 (for example, example, enabling the protruding aspect of the mobilization device) and / or switching off (for example, such that the immobilization device 500 functions as a conventional speed reducer). The detonation switch 594 can be used to develop stingers 6 from the manually arranged arrangement, for example, instead of developing in response to a vehicle detector signal 410. Detonation switch 594 can also be used to disarm the locking device 500, for example, for storing the stingers 6 from the driven arrangement. DETONATION key 594 can be placed under a protective cover 596 to prevent inadvertent activation. The portable remote control device 590 may also include additional controls and / or a screen to show the status of the various system parameters, for example, accumulator tank pressure, battery voltage, etc.

Figure 8 is a schematic sectional view of an embodiment according to the present disclosure of the drive module 540. The drive module 540 may include a housing 542 to condition a loop element 9, a plurality of stingers 20 6 and a plurality of straps 702 for coupling the stingers 6 to the loop element 9. The box 542 can be formed of a relatively rigid material, for example, metal, a relatively flexible material, for example, canvas or a combination of materials to cover the cavity 530 and provide protection against dust and debris for the loop element 9. An embodiment according to the present disclosure may include a box of canvas 542 that allows the drive module 540 to be folded if desired. Box 542 can include at least one opening 544 and at least one cover 546. See also figure 5, for example. Opening 544 allows box 542 to be accessed to extract stingers 6 and / or ties 702 when drive module 540 is loaded into cavity 530. In the extended arrangement, loop element 9 is pulled through opening 544 through the loop element 9 and ties 702.

Figure 8 shows the loop element 9 in its contracted arrangement contained in box 542. In particular, the loop element 9 is shown folded on itself in an accordion-style fold. Certain embodiments of the loop element 9 according to the present disclosure can be additionally or alternatively rolled or folded according to different styles. Examples of different fold styles include parallel folds, gate folds, map folds and / or poster folds. The wrapping of the loop element 9 in the box 542 can enable the loop element 9 to be handled

13/26 skipped, for example, shipped or loaded, without causing an appreciable detrimental effect on the extension of the loop element 9 of the immobilization device 500.

Figure 9A is a schematic sectional view of an embodiment according to the present disclosure illustrating the drive module 540 loaded in the cavity 530 of the immobilization device 500. The surface of the orientation ramp 512 of the orientation ramp 510 leads to the mechanism actuator 570 on one side of the cavity 530. The actuator mechanism 570 may include an upper surface 572 which has an angle of inclination which may be less than, similar to or greater than the angle of inclination of the surface of the orientation ramp 512. Certain embodiments of the drive mechanism 570 according to the present disclosure may include an upper surface 572 having an inclination angle in a range of 10-30 degrees with respect to the tire tread floor surface G. Figure 9A shows the upper surface 572 having an angle of inclination that is approximately 20 degrees. The drive mechanism 570 can alternatively be arranged on the opposite side of the cavity, for example, the surface of the track ramp 522 of the track ramp 520 may descend from the drive mechanism (not shown) or there may be individual drive mechanisms (not shown) arranged in both sides of cavity 530.

Figure 9A also shows that the box 542 can be sized and formed to conform to one or more of the bottom and sides of the cavity 530. The box 542 can extend upwards from the bottom of the cavity 530 to a vertical position proportional to a guide edge 530a and / or a track edge 530b of the cavity 530. Alternatively, the opening 544 and / or the cover 546 of the housing 542 can be positioned below the guide and / or track edges 530a, 530b. For example, as shown in figure 9A, the vertical position in the cavity 530 of the opening 544 and the cover 546 can generally correspond with a vertical position of the stingers 6 in the tidy arrangement. In the modality shown in figure 9A, the lateral spacing between the guidance and track edges 530a, 530b can be selected, such that the T tire crosses the cavity 530 in order to prevent or avoid the contact between the tire Tire cover 546 of the box 542. In this way, the T tire does not impact the drive module 540 during the crossing of the immobilization device 500.

Figure 9B is a detailed view of the immobilization device 500 shown in figure 9A illustrating the tidy arrangement. With the drive module 540 loaded in the cavity 530, individual stingers 6 can be extracted from the box 542 and placed on the drive mechanism 570, such that the tie 702 connecting the stinger 6 to the loop element inside the drive module 540 extends through the opening 544. Individual ties 702 may be of sufficient length to extract the stingers 6 without disturbing the contracted arrangement of the loop element within the drive module 540.

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Figure 9C is a detailed view of the immobilization device 500 shown in figure 9A illustrating the driven arrangement. When the stingers 6 are driven by the drive mechanism 570, the ties 702 can be further extended through the opening 544. The length of the individual ties 702 may still be sufficient to avoid disturbing the contracted arrangement of the loop element within the drive module 540.

Figures 10A-10E are seen in perspective illustrating aspects of different arrangements of the vehicle immobilization device 500 with the drive module 540 removed. Figure 10A shows a portion of the vehicle immobilization device 500 in the tidy arrangement. The drive mechanism 570 can be located between the track edge 514 of the orientation ramp 510 and on one side 532 of the cavity 530. As shown in figure 10A, the side 532 of the cavity can be provided by a side surface 574 of the drive mechanism 570 The drive mechanism 570 may include a first rectangular member 570a and a second rectangular member 570b generally positioned within the first rectangular member 570a. The first rectangular member 570a includes the top surface 572, the side surface 574 and a plurality of spacings 576 which are formed on the top and side surfaces 572 and 574. Certain other embodiments of the drive mechanism 570 according to the present disclosure may include members 570a and / or 570b that have cross-sectional shapes other than a rectangle, for example, U-shaped or L-shaped.

In the arranged arrangement, for example, as shown in figure 9B, the second rectangular member 570b is relatively distal from the upper surface 572 and relatively proximal to a lower surface 578 of the first rectangular member 570a. A driver 580 is positioned between the lower surface 578 and the second rectangular member 570b. When activated, actuator 580 moves the second rectangular member 570b to the upper surface 572. When the second rectangular member 570b is at or near the upper surface 572, at least one locking mechanism, such as a spring retainer 582, locks the second rectangular member 570b with respect to the first rectangular member 570a. In this way, the driver 580 moves the second rectangular member 570b, but does not need to keep the second rectangular member 570b close to the upper surface 572. Each retainer 582 can include a spring-oriented pin that is nominally kept out of the movement path of the second member rectangular 570b, for example, the second rectangular member 570b can prevent the spring-oriented pin from projecting into the first rectangular member 570a. At such a time when the spring-oriented pin is no longer kept out of the movement path of the second rectangular member 570b, for example, the second rectangular member 570b can no longer prevent the spring-oriented pin from projecting into the first rectangular member 570a, the spring-oriented pin can be

15/26 project into the first rectangular member 570a to lock the second rectangular member 570b at or near the upper surface 572.

Figure 10B illustrates details of the drive mechanism 570 shown in figure 10A and the stingers 6 in the tidy arrangement of the immobilization device 500. Figure 10B shows particularly individual spacings 576 which are aligned with each stinger 6, the drive mechanism 570 in its configuration not actuated, the second rectangular member 570b near the bottom surface 578 and a retainer 582 in its unlocked configuration. Figure 10B also shows particularly individual stingers 6 including a tip 6a and a body 6b. Tip 6a can include a relatively hard material, for example, stainless steel 17-4, which is suitable for penetrating the tires of a target vehicle. Tip 6a can be coupled to body 6b by an interference fit, welding or other suitable coupling. The body 6b may include an axis that receives a stump projection from the base of the tip 6a or that inserts into a hole in the base of the tip 6a. Each stinger 6 may also include a relatively constricted portion 6c with respect to both the tip 6a and the body 6b.

Figure 10C shows a portion of the vehicle immobilization device 500 in a partially powered or "armed" configuration. In particular, figure 12 shows individual stingers 6 protruding through the spacings 576, the drive mechanism 570 in its driven configuration, the second rectangular member 570b close to the upper surface 572 and a retainer 582 in its locked configuration. Figure 10C also shows that individual stingers 6 include a base 6d that is wider than the body 6b, but still capable of passing through the spacings 576. The base 6d may include a relatively flexible material, for example, stainless steel 304, which is suitable to allow the body 6b to tilt when the moving tires of a target vehicle engage the stingers 6.

Figure 10D shows the retainers 582 locked in the partially activated configuration of the vehicle immobilization device 500. Specifically, spring-oriented pins 584 are shown projecting into the first rectangular member 570a and engaging recesses 586 in the second rectangular member 570b. In this way, the spring-oriented pins 584 block the movement of the second rectangular member 570b back to the lower surface 578 after the second rectangular member 570b has been moved by the drive mechanism 570 to the upper surface 572. Certain modalities of the immobilization device 500 according to the present disclosure they may not include the recesses 586 in the second rectangular member 570b and / or the recesses 586 may include holes, spacings or other formations that penetrate the second rectangular member 570b. In addition, positive locking devices other than spring-oriented pins can be used to prevent movement of the second rectangular member 570b back to the bottom surface 578 after the second rectangular member 570b has been moved by the mecca

16/26 drive mechanism 570 for the upper surface 572.

Figure 10E is a perspective view showing a portion of the vehicle immobilization device 500 in the driven configuration. As discussed above, the immobilization device 500 may include one or more segments 502 coupled end to end. The control segment 560 is shown coupled to segment 502a of the immobilization device 500 shown in figure 10E. Figure 10E also shows the cable 562a extended to the sensor 410 (not shown) in front of the immobilization device 500, the drive mechanism 570 in its activated configuration and the second rectangular member 570b close to the upper surface 572. Figure 10E shows particularly the stingers 6 separated from the second rectangular member 570b, the cover 546 open, for example, overlapping the track ramp 520 and the loop element 9 and ties 702 extracted from the drive module 540. Certain modalities of the cover 546 according to the present disclosure can be segmented (individual coverage segments 546a-d are shown in figure 10E) similar to segments 502. Cover 546 can include a single integral coverage extended by the length of drive module 540 or include a number of segments less than, equal to or greater than the number of segments 502.

Figures 11A-11C are seen in perspective illustrating another embodiment according to the present disclosure of a drive mechanism 800. The drive 800 preferably includes one or more drives 810 (for example, two drives 810a and 810b are shown in figure 11 A) operably coupled by one or more connections 820 (for example, four connections 820a-820d are shown in figure 11A) in a set of overlapping members 850, 860 and 870. A single driver 810 can be included; however, it is preferable to include a plurality of redundant drives to increase the reliability of the drive mechanism 800. Individual drives 810 may include, for example, a piston / cylinder combination, an engine or other known devices that convert potential energy (for example, compressed gas, unexploded pyrotechnic material, electrical energy in a storage battery, etc.) for kinetic energy (for example, linear motion, rotary motion, etc.). In the modality shown in figure 11 A, each driver 810 includes the pneumatically operated piston / cylinder combination 812 and a longitudinally extended pin 814. A connecting rod 816 operatively couples the pins of the drivers 810 to allow either or both of the drivers 810 to cause or prevent both pins 814 from generally translating parallel to the longitudinal axis A of the immobilization device 500.

Individual connections 820 are coupled to picotas 814; preferably at each end of the pins 814. As shown in figure 11A, each connection 820 preferably includes a slider 822, one or more crank arms 824 and a plunger pin 826.

17/26

Each cursor 822 is moved by virtue of its operable coupling in at least one of the tails 814. Preferably, the movement of the individual cursors 822 is guided along a path, for example, in a straight line. One or more of the crank arms (not shown) extend between and articulate individual cursors 822 with an individual plunger pin 826 (see figure 12A). Each plunger pin 826 preferably extends transversely from the corresponding crank arm (s) ^).

Individual plunger pins 826 operatively engage corresponding rails or grooves on each of the overlapping members 850, 860 and 870. The first member 10 850 includes a first rail 852 which generally extends parallel to the longitudinal axis

A. In this way, the first rail 852 provides the plunger pin 826 with a longitudinal movement band that does not cause the first member 850 to move. The first member 850, however, responds in an equivalent manner to the movement of the plunger pin 826. which is perpendicular to the longitudinal axis A. The second member 860 overlaps the first member 850 and includes a second rail 862 which generally extends perpendicular to the longitudinal axis A. Thus, the second rail 862 provides the plunger pin 826 with a strip of movement perpendicular to the longitudinal axis A which does not cause the movement of the second member 860. The second member 860, however, responds in an equivalent manner to the movement of the plunger pin 826 which is parallel to the longitudinal axis A. Preferably, the second rail 862 it may have a so-called “closed curve” shape as best shown in figures 12A-12D. The third member 870 overlaps the second member 860 and includes a third rail 872 which guides the movement of the plunger pin 826. Preferably, the third rail 862 can be generally L-shaped as best seen in figures 12A-12D. Preferably, the third member 862 is generally fixed with respect to the driver 810, the first member 850 moves with respect to the second member 860 and with respect to the third member 870 and the second member 860 moves with respect to the first member 850 and to the third member 870.

Figures 12A-12D illustrate an embodiment according to the present disclosure of a drive sequence for the drive mechanism 570 shown in figure 11A30 11C. In the tidy arrangement of the immobilizer 500 as shown in the figure

12A, the billet 814 is extended and the plunger pin 826 is positioned close to a first end 852a of the first rail 852, a first end 862a of the second rail 862 and a first end 872a of the third rail 872.

The initiation of the trigger 810 moves the shaving 814 and the cursor 822 to the right in figure 12B. In response, crank arm 824 causes plunger pin 826 to move. Plunger pin 826 is generally guided longitudinally by the third rail 872 along a longitudinal path to a first intermediate position 872b where the

18/26 third rail 872 also begins to guide plunger pin 826 perpendicular to longitudinal axis A. Simultaneously, plunger pin 826 moves on first rail 852 to an intermediate position 852b, such that the first member 850 does not generally move with respect to the third member 870. Also simultaneously, the plunger pin 826 remains close to the first end 862a of the second rail 862, such that the plunger pin 826 moves the second rail 862. Thus, the second member 860 moves generally longitudinally regarding the third member 870.

Continuing the operation of the driver 810 in the same direction continues to move the billet 814 and the cursor 822 to the right in figure 12C and the crank arm 824 continues to cause the piston pin 826 to move. The piston pin 826 is guided along the third rail 872 along a generally diagonal path to a second intermediate position 872c where the third rail 872 begins to guide the plunger pin 826 generally perpendicular to the longitudinal axis A. Simultaneously, the plunger pin 826 moves on the first rail 852 for a second end 852c, but the first member 850 still generally does not move relative to the third member 870. Also simultaneously, the plunger pin 826 moves to an intermediate position 862b on the second rail 862, such that the plunger pin 826 the longitudinal movement of the second track 862 ceases. Thus, the second member 860 reaches the end of its range of movement generally longitudinal in relation to the te third member 870.

Continuing the operation of the driver 810 in the same direction continues to move the tumbler 814 and the cursor 822 to the right in figure 12D and the crank arm 824 continues to cause the movement of the plunger pin 826. The plunger pin 826 is guided along the third rail 872 along a path that is generally perpendicular to the longitudinal axis A to a second end 872d of the third rail 872. Simultaneously, the plunger pin 826 remains on the second end 852c on the first rail 852 and the plunger pin 826 moves the first rail 852 in a direction generally perpendicular to the longitudinal axis A. Thus, the first member 850 moves in relation to the third member 870. Also simultaneously, the plunger pin 826 moves on the second rail 862 to a second end 862c, but the second member 860 does not generally move relative to the third member 870.

Thus, according to the embodiment of the present disclosure shown in figures 11A-12D, the second member 860 moves parallel to the longitudinal axis A in relation to the first member 850 and in relation to the third member 870. This relative movement of the second member 860 uncovers stingers 6 below the spacing 876 in the third member 870. Also, the first member 850 moves perpendicular to the longitudinal axis A in relation to the second member 860 and in relation to the third member 870. This relative movement of the first member 850 extends the stingers 6 through 876 spacings

19/26 for the armed arrangement of the immobilization device 500.

Figures 11A-12D also show an optional restoration tool R that can be used to reverse the direction of piston 814. In this way, restoration tool R can be used to restore drive mechanism 800 to the tidy arrangement of the immobilization 500.

Figures 13A-13H illustrate another embodiment according to the present disclosure of the immobilization device 900. In particular, the immobilization device 900 includes a guard 910 disposed on an actuation module 540 disposed in a cavity 530 of the immobilization device 900. In this way, protection 910 supports the T 10 tire when it passes through the immobilization device, thereby preventing or preventing the T tire from impacting, compressing or otherwise disturbing the drive module 540. Protection 910 can be movable with respect to at least one of the ramps 510, 520, so as to reveal the cavity 530 in the extended arrangement of the loop element 9 and / or without causing an appreciable detrimental effect on the extension of the loop element 9 of the immobilization device 900. The figure 13A shows the immobilization device 900 including three housing segments 902 and two end segments 904 joined together. Figure 13B shows another embodiment according to the present disclosure for connecting one of the operating segments 902 and one of the end segments 904. In particular, a handle 906 can be placed in corresponding portions of the cooperative recesses 908. Figures 13C and 20 13D shows protection 910 in two partially open configurations. One or more supports 912 can be provided in the cavity 530 to support the protection 910 when it is subjected to the weight of the tire T. Figure 13E shows a loop element 9 placed in the cavity 530 of the immobilization device 900. The loop element 9 it may have individual meshes surrounding the supports 912 and mesh couplers 9a 25 may be included to join the segments of the loop element which are arranged in adjacent housing segments 902. Figures 13F-13G show a sequence for arming the immobilization device 900 In the tidy arrangement shown in figure 13F, stingers 6 can be mounted on a pivot plate 920. A predisposing member (not shown in figure 13G) can cause pivot plate 920 and stingers 6 to extend from one segment of individual operation 902 when the locking device 900 is being armed. In the armed arrangement shown in figure 13H, a lock (not shown) holds the pivot plate 920, such that the stingers 6 are extended and the guard 910 is hinged out of the way, for example, on the track ramp.

Figures 14A and 14B are detailed views illustrating certain modalities in accordance with the present disclosure for coupling the stingers to a drive mechanism so that they can come loose. In the partially activated configuration of the immobilization devices 500 or 900, the individual stingers 6 can be temporarily coupled and which

20/26 may come loose, in the second rectangular member 570b by adhesion, magnetism or any suitable coupling that can be released with a predetermined force. Figure 14A shows an example of a suitable, loose, temporary coupling including the resealable Dual Lock ™ fastener manufactured by 3M ™ of St. Paul, Minnesota. Figure 14B shows another method of temporary coupling that can be released from individual stingers 6, for example, in the second rectangular member 570b. In particular, at least one cup 620 is preferably provided on the second rectangular member 570b. A resilient member 622 can extend through a portion of cup 620 to predispose individual stingers 6 into cup 620.

Fig. 15A is a partial plan view showing opposite corner portions of a loop element embodiment 9 in an extended configuration. The loop element 9 may include a net 700, for example, a polyethylene mesh net, having a width W preferably suitable to cover the tire track of a target vehicle and a length L preferably suitable to extend at least approximately 1.25 times around the tire circumference of the target vehicle. For example, if the target vehicle has a track of approximately 165.1 cm (65 inches) and rides on tires having an outside diameter of approximately 71.12 cm (28 inches), the network 700 can have a width W of approximately 482 , 6 cm (190 inches) and a length L of at least approximately 279.4 cm (110 inches). The width of the net 700 in the example can be selected based on the number of segments 502 of the immobilizer 500, a possible predetermined variation where the track of the target vehicle can cross along the length of the immobilizer 500, a predetermined dimension beyond the track of the target vehicle and / or a combination of these or other factors. A preferable minimum length of net 700 in the example can be selected by calculating 1.25 times the circumference of the tire.

The network 700 may have meshes which, in the contracted arrangement of the network 700, are approximately diamond-shaped with the main axis M1, between distal opposite points, with approximately three to four times more than a minority axis M2 between proximal opposite points . For example, the size of the individual meshes in the transverse direction can be approximately 2.54 cm (one inch) in the contracted arrangement, for example, tidy configuration, of the 700 net and the size of the individual meshes in the longitudinal direction can be approximately 8.89 cm (3.5 inches) in the contracted arrangement of the net 700. Certain other embodiments according to the present invention may have meshes in approximately square shape.

The 700 net can be assembled according to known techniques, such as using "weaver knots" and / or "fisherman knots" to join the lengths of the cord and form the mesh. Certain embodiments in accordance with the present disclosure may include coating the

21/26 network material with an acrylic dilution, for example, a part of acrylic for 20 parts of water, to help the knots settle and prevent them from loosening or undoing.

Applicants have determined that it is desirable to provide a cross-stretched ratio of approximately 3: 1. In this way, each mesh is reformed or stretched in the transverse direction, for example, parallel to the tire track of the target vehicle, to a dimension approximately three times its initial dimension. For example, a 700 net having a mesh size of 4.45 cm (1.75 inches) by 4.45 cm (1.75 inches) (not stretched) can be approximately 9.5 cm (3.75 inches) ), skewed (stretched) measurement when the net 700 is tangled around the tires of a target vehicle in the fully activated configuration of the immobilization device 500. According to this example, approximately 165.1 cm (65 inches) of the contracted net 700 that is captured by the target vehicle's tire track is expanded to approximately 622.3 cm (245 inches) that can become entangled in the features of the target vehicle's chassis approximately within its tire track.

Referring again to Figure 15A, the capture member 9 may also include a first strip 710 along a guide edge 704a of the network 700, a second strip 720 along a track edge 704b of the network 700 and / or tapes longitudinal strips 730 (individual longitudinal strips 730a and 730b are shown in figure 15). The first tape 710 may include, for example, a nylon web approximately 2.54 cm (one inch) wide which is sewn into the web 700 with a tear seam. In this way, the stitching style and / or material attaching the first tape 710 to the net 700 allows the first tape 710 to at least partially separate from the net 700 in response to the tires of the target vehicle by extracting the net 700 from the drive module 540 The second tape 720 includes a single tape extending approximately the entire width of the net 700. The second tape 720 may include, for example, a nylon webbing approximately 5.08 cm (two inches) wide that is securely sewn. in the net 700, such that the second tape 720 remains at least approximately trapped in the net 700 in response to the tires of the target vehicle extracting the net 700 from the drive module 540. Individual longitudinal strips 730 may include single strips interlaced with the meshes of the net 700 between the first and the second strips 710 and 720. The longitudinal strips 730 can be securely coupled to the first and second strands 710 and 720, such that the longitudinal strips 730 remain p link less approximately trapped in the first and second tapes 710 and 720 in response to the tires of the target vehicle extracting the net 700 from the drive module 540.

The first, second and / or longitudinal strips 710, 720 and 730 can maintain the approximate size and approximate shape of the net 700 in its contracted configuration, for example, in a tidy configuration of the immobilization device 500. The second ribbon 720 that is attached to the runway edge 704b of the network 700 can help to grab the

22/26 loops 9 on the tires of the target vehicle in order to stop the rotation of the matted tire (s) and thereby immobilize the target vehicle. Longitudinal tapes 730 can also help to grip the loop element 9 on the tires of the target vehicle and / or minimize the widening of the net when the net 700 surrounds the tires of the target vehicle.

Figure 15B is a detailed view of a modality of a mooring 702 coupled to an individual sting 6. The moorings 702 can couple individual meshes at the guiding edge 704a of the net 700 in corresponding stings 6. Individual moorings 702 can be manufactured from the same material that the net 700 or any other material that is suitable for coupling the stingers 6 and the net 700. Loops can be formed at any end of the tie 702 by known techniques of weaving or braiding.

Figures 16A and 16B are partial views of other embodiments of a loop element for the vehicle immobilization device of figures 7A-7D. Figure 16A shows an example of certain modalities according to the present disclosure that integrate the ties 702 in the construction of a network 700 ’. The strands used to fabricate the 700 '15 net can extend beyond the 704a guiding edge of the 700' net and engage individual stingers 6 or the 6 stems can be integrated into the 700 700 guiding edge as shown, for example, in figure 16A. Figure 16B shows an example of certain other embodiments in accordance with the present disclosure that omit separate straps 702 and directly attach stingers 6 to a 700 ”mesh, preferably to the strings used 20 to manufacture the 700 mesh.

The first tape 710 can include a plurality of segments (for example, two segments 710a and 710b are shown in figure 16B), such that at least one gap 710c in the first tape 710 will be positioned within the tire track of the target vehicle. A first segmented tape 710 can be used in certain embodiments in accordance with the present 25. disclosure including, for example, 700, 700 ’or 700” networks.

According to the present disclosure, the network 700 can be built to satisfy different performance requirements. For example, a first modality of the network can be built exclusively from a single type of fiber in order to satisfy a first performance requirement; however, a second embodiment of the network can be constructed from two or more types of fibers in order to satisfy a second performance requirement. The phrase "performance requirement" can refer to the ability to absorb the moment. Examples of different performance requirements may include stopping a first vehicle weighing up to 2.7 t (6,000 pounds) and moving at up to 80.4 km (50 miles) per hour, or stopping a second vehicle weighing up to 18.14 t ( 40,000 pounds) and moving at up to 35 48.2 km (30 miles) per hour. The performance requirement for stopping the second vehicle is approximately four times the performance requirement for stopping the first vehicle. The inventors have found that the 540 drive module can include at least some

23/26 common attributes, for example, box 542 may have a common size suitable to be placed inside cavity 530, and that the construction of network 700 can be varied to provide a variety of drive modules 540 that satisfy requirements performance and / or have different manufacturing costs.

Figure 17 is a detailed view of an embodiment according to the present disclosure of a string 750 that can be used to construct the loop element of figure 15 and / or the tie 702 of figure 16. The string 750 can be constructed fibers or filaments 752 that can be twisted to produce a thread 754. Certain embodiments according to the present disclosure include twisting filaments 752 in a right direction 10 also known as a "Z twist". A plurality of threads 754 (three are shown in figure 17) can be twisted to produce a thread 756. Certain embodiments according to the present disclosure include twisting threads 754 in a left direction also known as "an S twist". A plurality of strands 756 (three are shown in figure 17) can be twisted to produce strand 750. Certain embodiments according to the present disclosure include twisting strands 756 in the right direction, that is, with the "Z twist" . Other embodiments according to the present disclosure can include more or less than three strands 754, more or less than three strands 756 and / or different combinations of S and Z twists. Other techniques, for example, braiding instead of twisting, they can also be used in the construction of the 750 cord.

The strand 750 may include a hybrid construction in certain embodiments in accordance with the present disclosure. For example, filaments 752 can include a plurality of materials, a variety of materials can be used for individual strands 754, a variety of materials can be used for individual strands 756 and / or a combination of each can be included in the construction of the 750 cord. Examples of suitable materials and some of their characteristics are described in table A.

Material Cord size Resistance! Pounds / 100 feet lAbrasion ICust Polyester 0.25 3000 2.0 | Excellent iBass Spectra® 0.25 6500 1.7 lExcellent | Medium Kevlar® 0.25 6600 2.0 Weak | Medium Technora® 0.25 8000 2.2 Good | High Dyneema® 0.25 8400 1.7 lExcellent | High

Table A

The cord size specified in table A is in inches and the strength specified in table A refers to the tensile strength in pounds. The abrasion and cost characteristics are relative to the materials specified in table A. Certain modali24 / 26 activities in accordance with the present disclosure may also use strings of _Λ or smaller size, for example, rope of size # 96 which has a diameter of approximately

0.34 cm (0.136 inches).

A mixture of fiber, yarn, cord or rope materials according to certain modalities of the present disclosure can be used to build a network 700 having a set of characteristics, for example, performance, weight, abrasion resistance and cost, which are different than the use of a homogeneous fiber, thread, cord and rope for the entire 700 s network. Thus, the inventors have found that a variety of 700 networks can be used to customize the 540 drive module for different implementations and that other aspects of the immobilization device 500, for example, segments 502 and 560, may share at least some common attribute.

A method according to the modalities of the present disclosure for implementing a vehicle immobilization device will now be described. A vehicle immobilization device 100, 200, 300 or 400 can be positioned in a “decision zone” that 15 can be positioned before a “stop zone” at a checkpoint, an entrance gate or any other location in which it is desirable to screen vehicle traffic. A vehicle approaching the location would typically shrink to allow security personnel guarding the location to have the opportunity to investigate the vehicle as it arrives for a stop in the decision zone. A friendly vehicle 20 typically gets permission to cross the decision zone and bypass the stop zone. In the event that a vehicle does not stop for investigation in the decision zone, security personnel can selectively arm the vehicle immobilization device 100, 200, 300 or 400, such that before the vehicle to pass over, for example, the vehicle immobilization 100, a sensor, for example, sensor 410, will have activated the drive mechanism 570 and activated the stingers 6. As the vehicle rolls over the vehicle immobilization device 100, the stingers 6 penetrate and lock the tires front of the vehicle. As the vehicle continues, the tires pull the loop element 9 out of the speed reducer 1 and the loop element 9 can twist and become tangled around the rotating tires. In turn, stingers 7 are driven out of speed reducer 1 and penetrate and brake the vehicle's rear tires. As the vehicle continues, the loop member 5 is pulled out of the speed reducer 1 and can twist and become tangled around the rotating rear tires. The entangled loop members will then continue to twist until the leverage against the vehicle chassis for the tires. In this way, the vehicle can be decelerated and stopped in a controlled, non-lethal manner.

According to the present disclosure, other modalities may include several aspects for developing the rear tire stings. For example, stingers 7 can be

25/26 triggered after a period of time that is less than the time it takes between the front and rear tires to roll over one of the 100, 200, 300 or 400 vehicle immobilization devices. For example, a logical timing device smart can be used to develop the stings 7 after a period of time, for example, not more than approximately 100 milliseconds, following the stinging of the stems 6. The rear tire stings can also be triggered when the front tire takes a length of a loop element or based on the contact of the rear tires with the vehicle immobilization device 100, 200, 300 or 400. Other techniques are suitable as long as the rear tire stings are activated after the front tire has rolled over the vehicle immobilizer and before the rear tire rolls over the vehicle immobilizer.

According to the present disclosure, still other modalities can develop the stings by emptying or otherwise compressing the speed reducer to expose the stings. In this way, the front tires could deflate a first portion of a vehicle immobilizer 100, for example, to expose and engage the stingers 6 and the rear tires could subsequently deflate a second portion of the vehicle immobilizer 100 to expose and engage the stingers 7.

According to the present disclosure, still other modalities may include a vehicle immobilization device that is packaged in the form of or housed in a portable speed reducer that is designed to be positioned on the traffic path at a selective location or traffic path . The speed reducer can also be used to decelerate traffic and, unknown to an operator of a particular vehicle, the speed reducer can also selectively immobilize the private vehicle with minimal damage and risk to the occupants of the vehicle.

According to the present disclosure, additional embodiments of a vehicle immobilization device can be remotely armed before a particular vehicle. As the private vehicle approaches the speed reducer, splintered stingers can be activated from the speed reducer to initiate a series of loop events. Furthermore, the vehicle immobilization device can also be disarmed remotely before the vehicle reaches the speed reducer. Once disarmed, the vehicle immobilization device can again serve as a conventional speed reducer to merely slow down traffic.

According to the present disclosure, further embodiments of the vehicle immobilization device can also be housed permanently or semi-permanently below the level of the road in a lane or lane and activated remotely or directly according to the aforementioned manner. According to other modalities of the present disclosure, members of individual bonds can be launched, for

26/26 pyrotechnic peep of a housing for the vehicle's tires.

According to more embodiments of the present disclosure, the stingers can be coupled in loop members proximal to the edges of the loop members, in network joints (for example, knots) of the loop members or distributed over the surface of the loop members. . A reinforcement or double layer can be used to attach the stingers to the structural strands of a loop element.

In accordance with even more embodiments of the present disclosure, the stingers may be spring loaded or otherwise predisposed with respect to a speed reducer housing. In this way, releasing the spring or bias element 10 with a driver can allow the stingers to be driven.

In accordance with even more embodiments of the present disclosure, a field renewal kit for the vehicle immobilization device may contain a drive module and / or a replacement power source to activate the drive mechanism.

Additional embodiments in accordance with the present disclosure may include batteries 15 or solar cells to provide electrical power to the vehicle immobilization device, indicators for the battery charge status and whether the vehicle immobilization device has been armed, self-diagnosis to assess the operability of the vehicle immobilizer and wireless or wiring controllers to remotely arm the vehicle immobilizer from an appropriate distance. In addition, embodiments in accordance with the present disclosure may include reinforcements to support heavy vehicles passing over the vehicle immobilization device or may include aspects to protect the vehicle immobilization device from exposure to various environments, such as water or sand . In addition, modalities according to the present disclosure can be dimensioned according to the terrain and planned implementation of the vehicle immobilization device 25, for example, extending through a single traffic lane or more than one traffic lane.

From the foregoing, it will be verified that specific modalities of the invention have been described here for purposes of illustration, but that various modifications can be made without departing from the spirit and scope of the invention. Thus, the invention is not limited by specific modalities.

Claims (21)

1. Loop device to affect the movement of a vehicle with rotating wheels, FEATURED for understanding: net having individual meshes configured to be stretched when they are wrapped around the rotating wheels of a vehicle, the loop apparatus having: a width at least as large as the width between the rotating wheels; a length at least as large as a circumference of a rotating wheel; a main strip arranged along a front portion of the net that includes at least one strip segment coupled to the net by a breakable seam; a drag strip which is fixedly attached to a drag portion of the net; at least one lashing coupling the main strip to a protruding element configured to engage the wheel. 2. Loop apparatus, according to claim 1, CHARACTERIZED by further comprising: at least one longitudinal strip connected to the main and trailing strips connected to at least some of the individual meshes between the main and trailing strips. Loop apparatus according to claim 1, CHARACTERIZED in that the net comprises at least one of (1) at least two fiber materials, (2) at least two yarn materials, (3) at least two materials of filaments, and (4) at least two strand materials. 4. Loop apparatus according to claim 3, CHARACTERIZED by the fact that the net is constructed using one of the following methods: Z twist, S twist, and braiding. Loop apparatus according to claim 1, CHARACTERIZED in that it also comprises at least a plurality of ties, each coupling at least one protruding element to the loops. 6. Loop apparatus according to claim 5, characterized in that the protruding elements are configured to secure the tire of a wheel. 7. Loop apparatus according to claim 1, CHARACTERIZED by the protruding element being a stinger. Loop apparatus according to claim 1, CHARACTERIZED in that the front portion is within a front half of the net, wherein the front half of the net is a first half of the net to be extracted from a retracted arrangement. 9. Loop apparatus according to claim 1, CHARACTERIZED in that the front portion is on a front edge of the net, where the front edge of the net is a 2/3 of * first edge of the net to be extracted from a retracted arrangement. Loop apparatus according to claim 1, CHARACTERIZED in that the drag portion is within a rear half of the net, wherein the rear half of the net is a second half of the net to be extracted from a retracted arrangement. 5 11. Loop apparatus according to claim 1, CHARACTERIZED in that the trailing portion is within a rear edge of the net, wherein the rear edge of the net is a last edge of the net to be extracted from a retracted arrangement. 12. Loop to affect the movement of a vehicle with rotating wheels, FEATURED for understanding: 10 net having individual meshes configured to be stretched when they are wrapped around the rotating wheels of a vehicle, the loop having: a width of approximately as large as the width between the rotating wheels; a length at least as large as a circumference of one of the rotating wheels; and a plurality of straps coupling the main strip of the loop to a plurality of individual protruding elements. 13. Loop, according to claim 12, CHARACTERIZED by the protruding elements being stingers. 20 14. Loop, according to claim 12, CHARACTERIZED in that the loop is composed of a net. 15. Loop according to claim 12, CHARACTERIZED that the net comprises at least one of (1) at least two fiber materials, (2) at least two yarn materials, (3) at least two filament materials, and (4) at least two 25 cord. 16. Loop, according to claim 12, CHARACTERIZED by the network being built using one of the following methods: Z-twist, S-twist, and braiding. 17. Loop to affect the movement of a vehicle having a width between rotating wheels, CHARACTERIZED for comprising a housing and mesh initially retracted 30 going in the box, the mesh having: a first portion that extends in the direction of width from an arrangement retracted in the housing to an arrangement extended when entangling with the vehicle; a second portion that girds the loop on the wheels to secure the rotation of the wheels; 35 at least one tie coupling the main strip to a protruding element configured to engage the wheel, wherein the second portion is attached to the first portion, 3/3 where the second portion is a width-wise strip, where the width-wise strip is at least partially attached to the trailing edge of the first portion, where the trailing edge is positioned on the opposite side of the mesh from a leading edge of the mesh, where the leading edge is a first edge 5 of the mesh to be extracted from the retracted arrangement, where the longitudinal strip is firmly sewn to the main strip and the wide width strip , and the strip in the longitudinal direction is attached to at least some of the individual meshes comprising the mesh between the main strip and the strip in the width direction, 10 in which the first portion includes a main strip along the main edge of the mesh, and in which the main strip additionally includes at least one strip segment coupled to at least a portion of the main edge of the mesh by means of a seam tear, the strip in the width direction including a single strip fixedly sewn to approximately at least a portion of the trailing edge of the mesh. 15 18. Loop according to claim 17, CHARACTERIZED in that the mesh in the retracted arrangement includes a width approximately as large as the width between the rotating wheels and a length at least as large as a circumference of one of the rotating wheels. 19. Loop, according to claim 17, CHARACTERIZED by the mesh composed 20 comprise at least one of (1) at least two fiber materials, (2) at least two yarn materials, (3) at least two filament materials, and (4) at least two strand materials. 20. Lace, according to claim 19, CHARACTERIZED in that the materials comprise at least two of polyester, polyethylene and aramides. 21. Loop, according to claim 19, CHARACTERIZED that the mesh is constructed using one of the following methods: Z-twist, S-twist, and braiding.